"a" wrote in message
...
On Aug 17, 10:11 am, Mike Granby wrote:
On Aug 15, 10:46 pm, K l e i n wrote:

If you are flying a more complex aircraft, you really want to
get off the runway, stop and grab the checklist to make sure
you are properly configured for the takeoff.

You ought to be able to convert from the landing configuration to the
take-off configuration from memory without a checklist. Otherwise, how
would you be capable of performing a go-around?\


In general for my complex single, and probably for most others, the
only differences between landing configuration and take off is flap
setting, trim, and throttle position. A full stop on the other hand
means for me getting on ground freq, sucking up the flaps, getting
back to the approach end, doing a pre takeoff checklist, etc etc. If
you haven't flown three landings in the past 90 days which would more
likely demonstrate to you the pilot (not some paper pusher) that you
really have knocked off enough rust to be trusted to carry someone?

Remember the goal isn't to simply put a check list next to 'current'
but to assure yourself you know what you're doing.


As onlty a former student pilot, I really try not to participate in this
type of thread; but instead to leave it to the active pilots--including
instructors.

But in this case, the intent is just too obvious: You should have flown at
least three sorties within the prior 90 day period, or you are clearly not
current and must take some remedial action.

As to the full stop: I was not a tailwheel pilot and really don't know, but
it probably has a lot to do with an easily written way to require that you
control the aircraft with the tailwheel on the ground. and do so well enough
to safely stop the aircraft. As I said, I was never a tailwheel pilot, and
was never fortunate enough to have any tailwheel time; but I did know a
couple of Stearman owners.

Peter

P.S.: IFAIK, the rulle book doesdn't say anything about grass vs pavement;
but such an argument could be made...